Railway-car.



PATENTED FEB. 28, 1.905.

0. M. JONES.

RAILWAY GAR.

APPLICATION FILED IBB. 2a, 1903.

4 SHEETS-EHEBT l.

PATENTED FEB. 28, 1905.

0. M. JONES.

RAILWAY GAR.

APPLIGATION FILED FEB. 20. 1903.

4 SHEETS-SHEET 4.

lullllll no. teases.

Lli'a'teuted llfiebruary' 28, 3.90515.

trier...

OWEN MARSHALL JONErt, OF NEW YORK, N. Y.

Fll tl LWAY CAFl.

$PECIFIGATION forming part of Letters Patent No. 783,838, dated February 28, 1905.

Application filed February 28, 1908. Serial No. lL5,5 i.-'7.

To (I /l whom, it III/ILI/ 0071100771,:

Be it known that I, OWEN MAnsHALL Jones, a citizen of the United States, and a resident of the borough of Manhattan, city, county, and State of New York, have invented certain new and useful lmprovementsin Railway-Cars, of which the following is a specification accom- 'panied by drawings.

The invention relates to in'mrovements in railway-cars, but more particularly to im provements in freight-cars of the class known as hopper-cars, although the invention may be used in any connection in which it is found applicable.

The objects of the invention are to improve upon the construction of such cars and to increase their strength and ability to Withstand strains and shocks. Other objects of the invention are to enable the usual side sills of the car to be dispensed with and a stronger construction substituted therefor, and provision is afforded for bracing the side sills by a strong and eliicient construction.

Further objects of the invention will hereinafter appear; and to these ends the invention consists of apparatus and devices for carrying out the above objects embodied in a car having the features and construction, combinations of elements, and arrangement of parts. substantially as hereinafter fully described and claimed in this specilicatioi'l, and shown in the accompanying drawings, in which- Figure .l is a side elevation of asingle-hopper car embodying my invention. Fig. 2 is a plan view of Fig. 1 with the hopper and the ends of the body of the car removed. Fig. 3 is an end elevation of thecar shown in Figs. 1 and 2. Fig. at is a side elevation of a portion of a car embodying a modified construction. Fig. 5 is a plan view of the car shown in Fig. 4:. Fig. 6 is an end elevation of the car shown in Figs. 4- and 5. Fig. 7 is a detail plan view showing the extension of the side sills with diagonal braces between the center and side sills. Fig. 8 is a detail plan view of a modification of the diagonal end bracing shown in Fig. 2. Fig. 9 is a side elevation of a portion of a double-hopper car with the side sill removed and portions of the training and center sills broken away.

perspective of a gondola car embodying my.

invention. Fig. 11 is a transverse sectional View of the runn1ng-board for use upon my unproved car. Fig. l). is a partial plan new of the running-board.

Referring to the drawings, in Figs. 1, 2, and 3 l have shown a single-hopper car for convenience of illustrat on wlthout the trucks. A.

represents the bolsters, which are shown in this instance consisting of two channel-beams connected by cross-ln'acingshown in the form of lattice-work B at both top and bottom. l am not to be understood as lin'iiting myself to this particular form of bolster, as other forms may be used in accordance with my invention. The center sills (I, as shown, rest upon the bolsters and consist in this instance of metal channels, which inay be suitably secured to the bolsters, as by means of rivets.

According to my invention the side sills form the sides of the car, and, as shown in the drawings, the side sills consist of built-up beams or girders or what may be termed trussed girders or beams. According to this construction the side sill consists of a plate or plates 1), to the upper edges of whichare suitably secured the angle-iron E, while another angle-iron, F, is secured longitiu'linally along the lower edges of the plates. The side sill is braced, as shown, by vertical stilleniugbraces (-i, which may consist of channels or angle. and diagonal stili'ening-struts l-l and d. the strut H being shown as an angle and the strut as a channel, although other combinations of angles and channels may be used as desired. in other words, all of the diagonal struts may be channels or all angles, or they maybe combined, asdesircd. The side sills hi, as shown in Figs. 1, 2, and 3, rest upon the bolsters and may be suitably secured thereto, as by means of riveting, as shown, the llanges ol' the angles it and .F being turned outwiu'dly. which afliords means for securing the side sills to the bolsters by the lower angles F, and angle-pieces l? also afford means of si-icuring the side sills to the bolsters. Preferably the braces ti and struts H and d are on the out side of the sill, which forms the side of the car. Suitable end cross-tie braces L are secured Fig. 10 is an end view in i at the ends of the car between the side sills and center sills, while a portion of each end brace L, as shown, is secured between the center sills. Intermediate cross+tie braces O are secured between the side sills and center sills and also between the center sills, while other cross-tie braces P and Q are suitably secured between the side sills and, as shown, rest upon top of the center sills.

' The bottom flooring, which consists of a metal plate or plates, forming the bottom R of the hopper, rests upon the cross-tie braces P, and suitable struts or braces S support the lower ends of the bottom of the hopper from the side sills. A portion of the bottom of the hopper consists of the plates 30, extending transversely of the car and forming a hood over the center cross-tie brace Q. The plates 30 have their upper ends flanged and riveted together, while suitable angles 31 secure the plates to the side sills. The upper ends of the hopper-bottoms are secured to the ends T of the hopper by the angle-pieces Y and to the lower edges of the end portions of the sidesV of the hopper by the angles IV. The ends T are secured to the end portions of the sides V by the angles X. The upper edges of the ends T are strengthened by the angles U.

The angles IV extend from the ends T of the hopper to the lower ends of the hopper and are riveted to the sides V of the upper portion of the hopper and continuously to the side sills K from the end braces G to the intersecting points 1 of the-bottom portions of the hopper, and the lower edges of the side sills and the angles W extend from the intersecting points 1 to the lower ends of the hopper. The bottoms R of the hopper are riveted to the inverted flanges ot' the angles W. Suitable braces (shown as angles 2) extend transversely across the bottoms R of the hopper and are.

riveted thereto. Suitable transversely extending braces 8 in the form of channels or of angles are also riveted to the lower ends of the bottoms of the hopper.

The plates 4 at each side of the car form the sides of the lower end of the hopper. These plates 4 are suitably secured, asby means of riveting, to the angles W, and they extend inside of the side sills and are riveted thereto. Suitable angles 5 are riveted, as shown, to the outer edges of the plates 4 for the purpose of strengthening said edges.

Suitable means are provided for opening and closing the lower end of the hopper. As shown in this instance, the doors or gates 6 are provided with arms 7, pivoted thereto, while the arms are pivoted to each other at 8. Suitable means, shown as a chain 9, is connected to the pivotal point of the arms 7,'and by raising and lowering the chain it will be seen that the doors or gates 6 will be closed or opened. In this instance the gates 6 consist of plates 10, provided with angles 11, secured, as by means of riveting, along the longer 5 edges of the plates, while other angles 12 are secured along the shorter edges of the plates for strengthening purposes.

In the construction shown in Figs. 1, 2, and 3, wherein a short end sill 13 is provided upon the car, suitable end posts 14, consisting in this instance of metal channels, are provided for bracing the ends of the hopper. As shown in this instance, the braces 14 are arranged diagonally and are constructed to brace the corners of the hopper. Suitable braces 15, consisting in this instance of metal angles, extend from the center sills and brace the central portions of the ends of the hopper. Braces 15 also act as the sides of the ladder. The upper ends of the braces 14 and 15 are suitably secured to the ends of the hopper, as by means of angles and rivets, while the lower ends of said braces are suitably secured, as by means of angles and rivets,to the center sills G.

The end sill 13, as shown, is secured to the ends of the center sills O,while suitable braces 16, shown as metal channels, are secured to the end sills 13 and center sills C and also to the side sills K. As shown in this instance, the braces 16 are bent reversely and form diagonal struts for bracing the end sill 13. Suitable tie-rods 17 are secured between the center sill C and the struts or braces 16.

I have shown and described one form of end bracing for the end sills 13 in Fig. 2, while I have shown in Figs. 5, 7, and 8 modified forms of bracing for the end sills, and I am not to be understood as limiting myself to any one construction, for any of the constructions shown may be embodied upon the cars illustrated. In Fig. 5 extensions 18, which may be channels, are provided upon the side sills and suitably secured thereto, while the end sill 19 is connected to the extensionslS and also to the ends of the center sills 0. As before, reversely-bent struts or braces 16,which may be formed of channels, are secured between the end sills 19 and center sills C and the side sills K. The tie-rods 17 are connected to the braces 16 and center sills.

In Fig. 7 extensions 20, which may be channels, are provided for the side sills and suitably connected thereto, in this instance the outer ends of said extensions being bent inwardly and secured to the end sills 19. Reversely-bent braces or struts 16 are secured to the end sills and center sills and also to the side sills.

In Fig. 8 the end sills 13 are shown of short length, and suitable braces 21 connect the said end sills to the side sills, as shown, said braces extending at an angle to the side sills K. The outer ends of the braces 21 are bent inwardly and, as shown, are connected to the end sills 13. Suitable tie-rods 22 connect the braces 21 with the center sills.

In Figs. 4, 5, and 6 the bolsters are arranged in sections 23 between the side and center sills and between the center sills, being suitably secured to the sills, as by means of angle-pieces ceases and riveting. According to this construction it will be seen that the distance from the track to the under side of the sills of the car is reduced, which is desirable under certain conditions and would be especially so in the case of a gondola car. The cross-tie bracing is shown of substantially the same character as that illustrated in Figs. 1, 2, and 3, with the exception that cross-tie braces Q now extend in sections between the side and center sills and between the center sills. In Fig. l the two outer cross-tie braces (,3 are shown resting upon the center sills, for the reason that they could not be conveniently placed between the side and center sills on account of the bot toms R. of the hopper. The central cross-tie braces Q in both F 1 and t are shown extending transversely of the car and resting upon the center sills. All cross-tie beams may be of metal channels and are secured at their ends between the sides or side sills and between the side sills and center sills and be tween center sills, as shown, by means of angle-pieces and riveting. In Fig. 6 the end sill as shown, extends substantially the width of the car, as hereinbefore described, and vertically-extending braces or struts 27 are secured to the extensions .18 or of the side sills and brace the corners of the hopper. Central braces or struts 15, which form the sides of the ladder, as before, brace the central portions of the ends of the hopper.

in Fig. 9 a portion of a double-hopper car is shown. In this instance each hopper is provided with two gates 6, as shown, of substantiall y the same construction hereinbefore described, while the plates 30, as before, form a hood over the central cross-tie braces Q, and also form a portion of the bottom of the hopper. The bottoms it of each hopper are constructed as hereinbefore described, but they and plates 30 are arranged at a diiferent pitch from the bottoms shown in the single-hop 'ier car to afford provision for two hoppers. The plates 30 are extended below the bottoms of the side sills K to form the center portions of the bottoms of the hoppers, and plates form the sides of the lower portions of the hoppers, and these plates are secured to the bottoms of the hoppers and to the inside of the side sills by suitable angles 48 and W and by riveting. Suitable bracing is shown between the lower ends of the plates 30. Horizontally-eXtending braces 256, which may be formed of channels, are secured between the lower ends of the plates 30 and suitably supported from the side sills and center sills, as by means of the vertical braces 37.

in Fig. 10 the side sills K are shown extending to a greater distance over the bolsters A than in the other figures to adapt the sills fora construction of a gondola car. Suitable means are provided in connection with this coi'istruction for supporting the ends of the flooring of a gondola car, in tlnsmstance angles 38 being shown secured to the inside of the lower portions of theside sills and affording provision for securing the ends of the 'l'ii'ioring thereto.

1n the construction of hopper-cars it is de-- sirable to provide r[inning-boards along the tops of the cars for the use of the train-hands, and in Figs. 11 and l2 ,1 have illustrated my improved form of running-board, which is movable trai'isversely of the car and which may be folded either up or down. as shown, the running-board a0, which may be formed in sections, is secured to the hinges t1, pivoted at 42 upon sockets L3, longitudinally movable upon the rods at, extending transversely of the car. The ru1ming=board a0 is shown raised upwardly in dotted lines, and when folded downwardly, as shown in full lines, a support is afforded therefor upon the beams L6.

All braces, beams, struts, sills, bolsters, angles, channels, and plates may be connected or joined with or fastened to the several parts as intended by means of rivets or a combination of angle-pieces and rivets in cases where not specifically mentioned hcreinbefore.

Obviously some features of my invention may be used without others, and my invention may be embodied in widely varying forms.

Therefore, without limiting myself to the construction shown and described nor enumerating equivalents, 1 claim, and desire to so cure by Letters Patent, the following:

1. in a railway-cm, the combination with the center and side sills, of an end sill secured to the'center sills, reversely-bent braces converging outwardly toward each other and connected to the center and end sills and to the side sills, and tie-rods connecting the braces and center sills, for substantially the purposes set forth.

2. In a railway-car, the combination with the center and side sills, of an end sill secured to the center sills, braces converging outwardly toward each other and secured at one end to the side sills, the outer ends of said braces being inwardly bent and secured to the end sills, and tie-rods connecting the braces and center sills, for substantially the purposes set forth.

3. .In a railway-car, the combination with center and side sills, of an end sill extending substantially the width of the car and secured to the center sills, outer braces secured to the side and end sills, and diagonal braces secured to the side and center sills, for substantially the purposes set forth.

4.. in a railway-car, the combination with center and side sills, of an end sill extending substantially the width of the car and secured to the center sills, outer braces secured to the side sills and having bent outer ends secured to the end sills, and diagonal braces secured to the side and center sills, for substantially the purposes set forth.

In a railway-car, the combination of the bolsters, center sills and car ends, of combined side sills and sides comprising a plate or plates and trussed bracing secured thereto, the side sills being secured to the bolsters, end sills shorter than the width of the car, braces therefor, and upright and outwardly-diverging braces for the corners of the car, for substantially the purposes set forth.

6. The combination with the car-body frame of a railway-car and upper cross-beams or braces, of a running-board adapted to rest upon said braces and constructed with provision for moving the board transversely to the car and for folding the board up and down, for substantially the purposes set forth.

7. The combination with the car-bod y frame of a railway-car and upper cross-beams or braces, of a running-board for said car comprising transverselyextending rods, hinges thereon and slidable along the same, and a board secured to said hinges, whereby the board may be raised and lowered to rest upon the cross-braces, for substantially the purposes set forth.

8. In a railway-car, the combination of the bolsters, center sills and car ends. and combined sides and side sills comprising a plate or plates, stiffening-bars at the top and bottom, braces between said bars, the bottom reinforcing-bars resting on the bolsters, and upright outwardly-diverging braces for the corners of the car, for substantially the purposes set forth. v

9. In a railway-car, the combination of the l bolsters, center sills and car ends, and combined sides and side sills comprising a plate or plates, stiffening-bars at the top and bottom, braces between said bars, the bottom reinforcing-bars resting on the bolsters, and two bottom sections converging centrally and downwardly having an opening between their lower edges, for substantially the purposes set forth.

10. In a railway-car, the combination with the bolsters and center sills, of rectangularshaped combined sides and side sills supported directly upon the bolsters and comprising a plate or plates having reinforcing-bars united at top and bottom thereto, and trussed bracing between the reinforcing-bars also united to the plate or plates, and a hopper for the car, the converging bottoms and the ends of the sides of which form the ends of a hoppercar, a portion of the combined sides and side sills forming portions of the sides of thehopper, for substantially the purposes set forth.

11. The combination with the car body frame of a railway car, and upper cross beams or braces, of a running-board adapted to be supported at the top of the car, and slidably held by the said braces, whereby the board may be slid transversely of the car.

In testimony whereof I have signed this specification in the presence of two subscribing witnesses.

OWEN MARSHALL JONES.

Witnesses:

E. VAN ZANDT, H. G. OGDEN, Jr. 

